EP2061145A1 - Contrôle en double ligne d'un moteur sans balai magnétique permanent utilisant un contrôle de commutation non trapézoïdal - Google Patents

Contrôle en double ligne d'un moteur sans balai magnétique permanent utilisant un contrôle de commutation non trapézoïdal Download PDF

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Publication number
EP2061145A1
EP2061145A1 EP08169198A EP08169198A EP2061145A1 EP 2061145 A1 EP2061145 A1 EP 2061145A1 EP 08169198 A EP08169198 A EP 08169198A EP 08169198 A EP08169198 A EP 08169198A EP 2061145 A1 EP2061145 A1 EP 2061145A1
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EP
European Patent Office
Prior art keywords
pwm
voltage signals
average
coupled
operable
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP08169198A
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German (de)
English (en)
Inventor
Ronald E. Strong
Dean R. Wilkens
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Honeywell International Inc
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Honeywell International Inc
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Publication date
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Publication of EP2061145A1 publication Critical patent/EP2061145A1/fr
Withdrawn legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/14—Electronic commutators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2209/00—Indexing scheme relating to controlling arrangements characterised by the waveform of the supplied voltage or current
    • H02P2209/07—Trapezoidal waveform

Definitions

  • the present invention generally relates to brushless motor control and, more particularly, to system and method for controlling a permanent magnet brushless motor using non-trapezoidal commutation control.
  • Aircraft are increasingly including electric motors to drive various system components, rather than presently or previously used pneumatic or hydraulic motors or other devices.
  • regulatory agencies have established guidelines for system design to accommodate postulated, yet highly unlikely events, such as a component within the system becoming unavailable or otherwise inoperable.
  • the established guidelines require that a system be designed to "fail passive" in the face of such postulated, yet highly unlikely events.
  • a motor control system includes a multi-phase brushless motor and a motor control.
  • the motor includes a multi-pole permanent magnet rotor and an individual, electrically isolated stator winding associated with each phase that includes a first terminal and a second terminal.
  • the motor control is coupled to each of the stator windings, and includes a first control lane and a second control lane.
  • the first control lane is responsive to a motor command signal to selectively couple the first terminal of each stator winding to a power source at a first duty cycle that is equal to a value of DC.
  • the second control lane is configured to operate asynchronously with the first control lane.
  • the second control lane is responsive to the motor command signal to selectively couple the second terminal of each stator winding to the power source at a second duty cycle that is equal to a value of (100%-DC).
  • a motor control in another exemplary embodiment, includes a first control lane and a second control lane.
  • the first control lane includes a plurality of first output terminals, and is responsive to a motor command signal to selectively couple each of the plurality of first output terminals to a power source at a first duty cycle that is equal to a value of DC.
  • the second control lane includes a plurality of second output terminals, is configured to operate asynchronously with the first control lane, and is responsive to the motor command signal to selectively couple each of the plurality of second output terminals to the power source at a second duty cycle that is equal to a value of (100%-DC).
  • a method of controlling a multi-phase brushless motor that comprises a multi-pole permanent magnet rotor and an individual, electrically isolated stator winding associated with each phase that includes a first terminal and a second terminal includes the steps of supplying a motor command.
  • the first terminal of each stator winding is selectively coupled to a power source at a first duty cycle that is equal to a value of DC
  • the second terminal of each stator winding is selectively coupled to the power source asynchronously with the first terminal of each stator winding at a second duty cycle that is equal to a value of (100%-DC).
  • a motor control system includes a brushless motor and a motor control.
  • the brushless motor includes a multi-phase stator and a multi-pole permanent magnet rotor.
  • the multi-phase stator is operable, upon being energized, to generate and apply a torque to the rotor.
  • the motor control is coupled to, and is operable to selectively energize, the multi-phase stator, and includes a first control lane, a second control lane, a vector sum output circuit, and a plurality of controllable switches.
  • the first control lane is coupled to receive the motor command signal and is operable, in response to the motor command, to generate a plurality of first pulse width modulated (PWM) voltage signals.
  • PWM pulse width modulated
  • the second control lane is coupled to receive the motor command signal, and is operable, in response to the motor command, to generate a plurality of second pulse width modulated (PWM) voltage signals.
  • the vector sum output circuit is coupled to receive the plurality of first PWM voltage signals and the plurality of second PWM voltage signals, and is operable to generate a plurality of vector sum voltage signals from the plurality of first and second PWM voltage signals, and a plurality of average PWM voltage signals from the plurality of vector sum voltage signals.
  • Each of the plurality of controllable switches is coupled to receive one of the average PWM voltage signals, and is operable, in response thereto, to selectively open and close, to thereby selectively energize and de-energize the multi-phase stator.
  • a motor control for selectively energizing a multi-phase stator includes a first control lane, a second control lane, a vector sum output circuit, and a plurality of controllable switches.
  • the first control lane is coupled to receive a motor command signal and is operable, in response to the motor command, to generate a plurality of first pulse width modulated (PWM) voltage signals.
  • the second control lane is coupled to receive the motor command signal, and is operable, in response to the motor command, to generate a plurality of second pulse width modulated (PWM) voltage signals.
  • the vector sum output circuit is coupled to receive the plurality of first PWM voltage signals and the plurality of second PWM voltage signals, and is operable to generate a plurality of vector sum voltage signals from the plurality of first and second PWM voltage signals and a plurality of average PWM voltage signals from the plurality of vector sum voltage signals.
  • Each of the controllable switches is coupled to receive one of the average PWM voltage signals and is operable, in response thereto, to selectively open and close.
  • FIG. 1 is a functional block diagram of an exemplary dual lane, fail passive motor control system for implementing non-trapezoidal motor control
  • FIG. 2 is a functional block diagram of another embodiment of an exemplary dual lane, fail passive motor control system for implementing non-trapezoidal motor control
  • FIG. 3 is a functional block diagram of an exemplary vector sum output circuit that may be used to implement the motor control of FIG. 2 .
  • the motor control system 100 includes a motor control 102 and a motor 104.
  • the motor 104 is preferably a multi-phase brushless machine, and most preferably a three-phase brushless machine, and includes a multi-phase stator 106 and a rotor 108.
  • the stator 106 is implemented with a plurality of individual, electrically isolated stator windings, one each associated with each phase.
  • the stator includes three individual, electrically isolated stator windings 112 (e.g., 112-1, 112-2, 112-3).
  • Each stator winding 112 includes two terminals 114, a first terminal 114-1 and a second terminal 114-2.
  • the motor control 102 is configured to selectively couple, in an asynchronous manner, the first and second terminals 114-1, 114-2 of each stator winding 112 to a power source 116 (116-1, 116-2).
  • a power source 116 116-1, 116-2
  • redundant power sources 116-1, 116-2 are used. Nonetheless, the stator windings 112, upon being energized, generate and apply a torque to the rotor 108.
  • the rotor 108 is preferably implemented as a multi-pole permanent magnet rotor.
  • the rotor 108 is also configured to rotate upon a torque being applied thereto. As such, when the stator windings 112 are energized, and thus generate and apply a torque to the rotor 108, the rotor 108 rotates in the direction and speed of the applied torque.
  • the motor control 102 is coupled to the stator 106 and, as was alluded to above, is configured to selectively couple, in an asynchronous manner, the first and second terminals 114-1, 114-2 of each stator winding 112 to one of the power sources 116.
  • the motor control 102 is configured in a dual lane architecture, and thus includes a first control lane 122 and a second control lane 124.
  • the motor control 102 is also configured such that if a single component in either the first or the second control lanes 122, 124 becomes inoperable, the motor control 102 will prevent the inoperable lane from inducing an incorrect current, which could result in an undesirable motor acceleration or rotation.
  • the first control lane 122 includes a plurality of first output terminals 126, each of which is coupled to the first terminal 114-1 of one of the stator windings 112.
  • the second control lane includes a plurality of second output terminals 128, each of which is coupled to the second terminal 114-2 of one of the stator windings 112.
  • the first control lane 122 is responsive to a motor command signal 132 to selectively couple each of the plurality of first output terminals 126 to one power source 116-1 based on the motor command signal 132.
  • the second control lane 124 is configured to operate asynchronously with the first control lane 122, and is also responsive to an identical motor command signal 132 to selectively couple each of the plurality of second output terminals 128 to the other power source 116-1 based on the motor command signal 132.
  • the first and second control lanes 122, 124 operate asynchronously, the control lanes 122, 124 are configured substantially identically. Before doing so, however, it is noted that although the motor command signal 132 supplied to the first control lane 122 is depicted as being separate from the motor command signal 132 supplied to the second control lane 124, the motor command signals 132 may be the same signal.
  • the first and second control lanes 122, 124 each include at least a servo loop/commutation controller 136, a PWM generator 138, and a plurality of controllable switches 142 (e.g., 142-1, 142-2).
  • a servo loop/commutation controller 136 e.g. 142-1, 142-2
  • a plurality of controllable switches 142 e.g. 142-1, 142-2.
  • this is merely exemplary of one suitable configuration that may be used to implement the first and second control lanes 122, 124.
  • the control lanes 122, 124 could each include additional circuitry depending, for example, on the end-use of the motor control system 100, and that the servo loop/commutation controller 136 and PWM generator 138 could be implemented using various known devices and circuit configurations for carrying out the functions that will now be described.
  • the servo loop/commutation controllers 136 are coupled to receive the motor command signal 132 and one or more feedback signals.
  • the servo loop/commutation controllers 136 in response to the motor command signal and the one or more feedback signals, each supply suitable control signals to the associated PWM generator 138.
  • the PWM generators 138 are configured to supply a plurality of PWM voltage signals, having duty cycles that vary based on the control signals supplied from the associated servo loop/commutation controller 136, to the associated plurality of controllable switches 142.
  • the number and type of feedback signals supplied to the servo loop/commutation controllers 136 may vary depending, for example, on the motor control scheme and/or commutation control scheme being implemented.
  • the motor control scheme may be either speed control or torque control
  • the commutation scheme may be either field oriented control (FOC) or sinusoidal control.
  • the motor control 102 is configured to implement torque control and FOC.
  • the feedback signals supplied to the servo loop/commutation controllers 136 include motor position/speed feedback signals 144 and motor current feedback signals 146.
  • the motor position/speed feedback signals 144 and the motor current feedback signals 146 are supplied to each control lane 122, 124 from separate, redundant position sensors 148 (e.g., 148-1, 148-2) and separate, redundant current sensors 152 (e.g., 152-1, 152-2), respectively.
  • separate, redundant position sensors 148 e.g., 148-1, 148-2
  • separate, redundant current sensors 152 e.g., 152-1, 152-2
  • each control lane 122, 124 the plurality of controllable switches 142 associated with each control lane 122, 124 are configured as a full three-phase bridge. As such, there is a pair of series-coupled controllable switches associated with each individual stator winding 112. Moreover, it may be seen that each of the first output terminals 126 is disposed between a different pair of the series-coupled controllable switches 142-1 of the first lane 122, and each of the second output terminals 128 is disposed between a different pair of the series-coupled controllable switches 142-2 of the second lane 124.
  • each stator winding 112 is coupled between one pair of series controllable coupled switches 142-1 of the first control lane 122, and the second terminal 114-2 of each stator winding is coupled between one pair of series coupled controllable switches 142-2 of the second control lane 124.
  • the controllable switches 142 are each implemented using suitable field effect transistors (FETs), but could also be implemented using any one of numerous other suitable controllable switch devices.
  • each is responsive to the PWM voltage signals supplied from the associated PWM generator 138 to move between an open and closed position (or equivalents thereof) at the duty cycles of the PWM voltage signals, to thereby selectively couple the first and second terminals 114-1, 114-2 of each stator winding 112 to the power sources 116-1, 116-2.
  • the first control lane 122 selectively couples the first terminal 114-1 of each stator winding 112 to one power source 116-1 at a first duty cycle (e.g., the duty cycles of the PWM voltage signals supplied from the first control lane PWM generator 138), and the second control lane asynchronously couples the second terminal 114-2 of each stator winding 112 to the other power source 116-2 at a second duty cycle (e.g., the duty cycles of the PWM voltage signals supplied from the first control lane PWM generator 138).
  • a first duty cycle e.g., the duty cycles of the PWM voltage signals supplied from the first control lane PWM generator 138
  • second duty cycle e.g., the duty cycles of the PWM voltage signals supplied from the first control lane PWM generator 138
  • the first and second control lanes 122, 124 operate asynchronously.
  • the second control lane 124 selectively couples the second terminal 114-2 of each stator winding 112 to the associated power source 116-2 in accordance with a commutation control scheme that is essentially inverted relative to the commutation control scheme implemented in the first control lane 122.
  • This motor operation scheme differs significantly from those presently known, in that presently known dual channel motor controls rely on synchronization between the control lanes.
  • the inductance of the stator windings 112 is used to achieve the necessary synchronization. As such, if the duty cycle of the first control lane 122 is equal to a value of DC, then the duty cycle of the second control channel 124 will be equal to a value of (100%-DC), which may or may not be equal to DC.
  • FIG. 2 a functional block diagram of another embodiment of an exemplary dual lane, fail passive motor control system 200 for implementing non-trapezoidal motor control is depicted.
  • the depicted system 200 includes a motor control 202 and a motor 204
  • the motor control 202 includes a first control lane 222 and a second control lane 224
  • both control lanes 222, 224 preferably implement a non-trapezoidal commutation control scheme
  • the motor control is configured to prevent current flow through at least a portion of the motor 204 if a single component in either the first or the second control lanes 222, 224 becomes inoperable.
  • the motor 204 depicted in FIG. 2 is preferably a multi-phase brushless machine, and most preferably a three-phase brushless machine, that includes a multi-phase stator 206 and a rotor 208.
  • the stator 206 is implemented with a plurality of individual stator windings, one each associated with each phase, and thus includes three stator windings 212 (e.g., 212-1, 212-2, 212-3). However, in this embodiment the stator windings 212 are electrically coupled in the well-known WYE configuration.
  • the motor control 202 is configured to selectively couple the stator windings 212 to a power source 216 to generate and apply a torque to the rotor 208.
  • the rotor 208 is preferably implemented as a multi-pole permanent magnet rotor, and is configured to rotate upon a torque being applied thereto. As such, when the stator windings 212 are energized, and thus generate and apply a torque to the rotor 208, the rotor 208 rotates in the direction and speed of the applied torque.
  • the motor control 202 differs from the previously described motor control 102 in that the plurality of switches 142 are configured as one full three-phase bridge, rather than as two, and the motor control digitally creates a vector sum of the output of the control lanes 222, 224.
  • the motor control includes a vector sum output circuit 250.
  • the vector sum output circuit 250 is coupled to receive the PWM voltage signals supplied from the PWM generator 138 in the first control lane 222 and the plurality of PWM voltage signals supplied from the PWM generator 138 in the second control lane 224.
  • the vector sum output circuit 250 in response to these PWM voltage signals, generates a plurality of vector sum voltage signals from the plurality of first and second PWM voltage signals, and a plurality of average PWM voltage signals from the plurality of vector sum voltage signals.
  • the average PWM voltage signals are supplied, one each, to each of the controllable switches 142.
  • the controllable switches 142 as previously described, are responsive to the average PWM voltage signals to selectively open and close, to thereby selectively energize and de-energize the multi-phase stator 206.
  • FIG. 3 a particular embodiment of the vector sum output circuit 250 is depicted and will now be described.
  • the vector sum output circuit 250 includes a first PWM average circuit 302-1, a second PWM average circuit 302-2, a first plurality of AND gates 304-1, and a second plurality of AND gates 304-2.
  • the first and second PWM average circuits 302-1, 302-2 are each coupled to receive the PWM voltage signals from the first and second control lanes 222, 224.
  • the first and second PWM average circuits 302-1, 302-2 are each configured, in response to the PWM voltage signals, to generate a plurality of PWM average voltage signals 306 and a plurality of inverted PWM average voltage signals 308.
  • the PWM average voltage signals 306 are each equal to, or at least substantially equal to, the mathematical average of one of the PWM voltage signals from the first control lane 222 and one of the PWM voltage signals from the second control lane 224. It may thus be appreciated that each inverted PWM average voltage signal 308 is equal to, or at least substantially equal to, an inversion of one of the PWM average voltage signals 306.
  • the first plurality of AND gates 304-1 are each coupled to receive PWM average voltage signals 306 from each PWM average circuit 302-1, 302-2, and the second plurality of AND gates 304-2 are each coupled to receive inverted PWM average voltage signals 308 from each PWM average circuit 302-1, 302-2.
  • each of the first plurality of AND gates 304-1 is coupled to receive one of the PWM average voltage signals 306 from the first control lane 222 and one of the PWM average voltage signals 306 from the second control lane 224.
  • each of the second plurality of AND gates 304-2 is coupled to receive one of the inverted PWM average voltage signals 308 from the first control lane 222 and one of the inverted PWM average voltage signals 308 from the second control lane 224. It may thus be seen that with this configuration both control lanes 222, 224 must agree before a controllable switch 142 can be commanded to transition between open and closed positions, thereby providing the "fail passive" response.
  • the PWM average circuits 302-1, 302-2 that are used to implement the vector sum output circuit 250 may be variously implemented to provide the described functionality. Nonetheless, with continued reference to FIG. 3 it is seen that in the depicted embodiment the PWM average circuits 302-1, 302-2 each include a plurality of accumulator pairs 312 (e.g., 312-1, 312-2, 312-3), a plurality of averaging circuits 314 (e.g., 314-1, 314-2, 314-3), a plurality of PWM generators 316 (316-1, 316-2, 316-3), and a plurality of inverters 318 (e.g., 318-1, 318-2, 318-3), one of each for each motor phase.
  • the accumulator pairs 312 are each coupled to receive and accumulate one of the PWM voltage signals from the first control lane 222 and one of the PWM voltage signals from the second control lane 224.
  • the averaging circuits 314 are each coupled to one of the accumulator pairs 312, and are each implemented with a summation function 322 and a divide-by-two function 324.
  • the summation function 322 receives the accumulated PWM signals from the associated accumulator pair 312, generates the mathematical summation, and supplies this to the divide-by-two function 324.
  • the divide-by-two function 324 divides the mathematical summation by two, and thus supplies an average signal representative of the mathematical average of the accumulated PWM signals to one of the PWM generators 316.
  • the PWM generators 316 are each coupled to receive an average signal from one of the averaging circuits 314, and are each operable to supply a PWM average voltage signal 306. As depicted, the PWM average voltage signal 306 is supplied to one of the AND gates 304-1, 304-2 and to one of the inverters 318. The inverters 318 invert the PWM average voltage signal and supply an inverted PWM average voltage signal to a corresponding AND gate 304-1, 304-2 of the opposing control lane 222, 224. Each PWM generator 316 includes a comparator 326 that is coupled to a triangle generator 328. As is generally known, the topology of a comparator 326 and triangle generator 328 will generate a PWM signal. In the depicted embodiment, each PWM average circuit 302-1, 302-2 includes a single triangle generator 328. It will be appreciated, however, that the PWM average circuits 302-1, 302-2 could be implemented with more than this number of triangle generators 328.
  • triangle generators 328 are preferably synchronized, or at least substantially synchronized. This is because a lack of synchronization between the triangle generators 328 will translate to some loss of voltage gain because it can result the controllable switches 142 associated with a motor phase both being in an open (or equivalent) condition. Although exact synchronization is not required, at least substantial synchronization is desired. Thus, though not depicted in FIG. 3 , the triangle generators 328 in each control lane 222, 224 are in operable communication with each other.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
EP08169198A 2007-11-16 2008-11-14 Contrôle en double ligne d'un moteur sans balai magnétique permanent utilisant un contrôle de commutation non trapézoïdal Withdrawn EP2061145A1 (fr)

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Application Number Priority Date Filing Date Title
US11/941,270 US8084972B2 (en) 2007-11-16 2007-11-16 Dual lane control of a permanent magnet brushless motor using non-trapezoidal commutation control

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EP2061145A1 true EP2061145A1 (fr) 2009-05-20

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